SAEGBU ECOKART DESIGN REPORT

Gaurav Nandakumar, Arunim Aich

Sathyabama University, Chennai
East Coast Racers, Team N3

I.

The Objective of the SAEGBU ECOKART 2014 competition is

to challenge student teams to conceive, design, fabricate and
compete with their own small go kart which works on electricity.
The Objective of the Vehicle Design team is to build a
prototype kart on an assumption that a manufacturing firm has
engaged them to design, fabricate and demonstrate one for
evaluation of the same as a product ready for production. The
vehicle is tested for its cost analysis, overall design presentations,
acceleration, braking, cornering capability, Battery backup and
endurance.

II.

III. TECHNICAL SPECIFICATIONS:

ABSTRACT

INTRODUCTION

Every idea has an inception and with proper incubation it results

in an accomplishment, our case is not going to be an exception.
When we started with the project we were just a group of
passionate students crazy about automobiles, but unaware of the
complexities involved. Soon we realized that we belong to the
only Sathyabama University; with the amenities and foundryforge facilities available at our disposal, we can manufacture
customized components for our kart.
The designing softwares which are being used are AutoCAD,
Solid works and Inventor. Analysis and simulation will be done
using Autodesk Inventor and Solidworks. Our 11 member team
is all set to leave imprints on SAE-GBU ECOKART 2014. A
high performance, stylish kart is to be made with better handling
and maneuvering capabilities keeping in mind the cost
effectiveness of our project. With this project we also aim to
create a healthy and learning atmosphere in our campus.

Fig 1.

A. Chassis
The frame has been designed considering the location of the
space required for different components, and compliance to
rules, and the space required by the driver to be comfortable
enough to drive. Ample space is provided for driver cell,
providing space for battery, Circuits , ensuring drivers comfort
and easy egress. The seat level has been lowered to lower the
center of gravity of the kart, leading to increased stability.
Aluminium 6061 T6 is used which is appropriate for frame due to
its machine ability and ease of fabrication. It is resistant to
scaling and oxidation and has a lean, smooth finish. Fusible
Alloy mandrel bending is used to bend the pipe without any
crimps. MIG or TIG welding is appropriate for welding.
As we had noticed that traditional go karts have very less safety
and is not at all aerodynamic so we have decided to make the kart
in such a way that it is satisfies all kind of race conditions. Hence,
we chose F1 style styling of chassis. We have also considered the
utmost comfort and safety for the driver while designing the kart.
The center of gravity of the driver is kept right in between
of the wheelbase to ensure a proper balance for the kart which
directly enhances handling. While designing, the main objective
was keeping the karts center of gravity as low as possible,
generating maximum down force for greater traction and that
the kart should meet or even exceed safety standards.
The roll cage was designed in SOLID WORKS and AUTOCAD.
It has been analyzed in SOLID WORKS. The material grade
chosen is Aluminium 6061 T6; this has yield strength of 276
MPa and an ultimate tensile strength of 310 MPa which is very
suitable for the kind of forces the kart has to bear with. Loads
and constraints were applied in the chassis, keeping in mind the
static and dynamic conditions that the kart will face during the
heats, and to see how the chassis will respond to different race
conditions.

attachment and adjustable steering attachment.

All over this chassis design has been tested with the help of
simulation and all the problems were corrected to give the
best possible design.
See the attached figures for the diagram of the chassis.
B. Steering

Fig 2
During the design revisions the high stress areas were
revamped to reduce the stress concentration and improve
the overall rigidity of the chassis.
The chassis structure features Side Impact Members
around the driver cockpit to maintain torsional rigidity
while providing the driver with greater side impact
protection to ensure maximum safety. There is ample
room for the driver for comfortable vehicle operation and
ease of egress if the driver needs to exit quickly in an
emergency.

An efficient steering system is very essential for better

and smooth handling of any vehicle. We have selected
type steering system because of its simple design,
compactness and easy availability. Due to its simple
design as compared to other types like re-circulating ball,
worm and sector etc. its mounting becomes easier and
weight gets reduced because of less number of linkages
used. Understanding the importance of steep turns around
the corners we have tried to achieve 100% Ackerman
geometry and the steering gear ratio as 12:1. Apart
from this, detachable steering wheel hub will be used to
ensure quick egress in case of emergency. We have also
applied foldable steering for proper egress inside the kart.
The various parameters of steering system specifications
are as follows.
Caster

0
4 Positive

Keeping in consideration the race conditions mand the

rulebook constraints, the front and rear track width is
kept 44 inches and 54 inches. A wider track width at the
front than the rear will provide more stability in turning
the kart into corners decreasing the tendency of the kart to
trip over itself on corner entry and more resistance to
diagonal load transfer. The wheel base is kept
55 inches and we have chosen a bit longer kart because it
provides greater stability, traction and maneuvering
ability, the overall length of the kart is 76.14 inches.

Steering Ratio

12:1

King-pin inclination

Toe In

2.4 mm

Average Steer Angle

0
30.55

Turning Radius

3.38m

The basic chassis is based on backbone Structure which

has been integrated to tubular space frame. The front
wheels will be mounted to the space frame, whereas the
rear wheel and the axis will be mounted on 4 parts of the
face frame and the stem so that the stress is divided easily.

Ackermann Angle

We are also providing support for the drivers head and

body is the form of head rest and back rest so that if the
kart topples theres no injury to the driver.
We have also provided place for foldable steering

36.027

Table 1
Steering systems are essential to provide vehicle
safety, steering quality, and steering control. The
steering column connects the steering wheel to the
steering gear. The steering wheel is connected to the
steering shaft, and this shaft extends through the

centre of the steering column. The lower end of the

steering shaft is connected through a universal joint
or flexible coupling to the shaft from the steering
gear. The steering shaft is supported on bearings in
the steering column.
The most conventional steering arrangement is to
turn the front wheels using hand operated steering
wheel which is positioned in the front of the driver
which may contain the universal joints to allow it to
deviate somewhat in a straight line.
Steering linkages connect the steering gear to the
steering arms on the front wheels. In a parallelogram
steering linkage, a pitman arm is connected from the
steering gear to a centrelink. A pivoted idler arm
bolted to the chassis supports the other end of the
centre link. Tie rods are connected from the centre
link to the steering arms attached to the front wheels.
Pivoted ball studs are mounted in the inner ends of
the tie rods, and outer tie rod ends are threaded into
the tie rod adjusting sleeves. The outer tie rod ends
contain pivoted ball studs, and these tapered studs fit
into matching tapered openings in the outer ends of
the steering arms. The pitman arm and idler arm
position the centre link so the tie rods are parallel to
the lower control arms. The is tie rod position is very
important to maintain proper steering operation.
In here the arrangement made is according to the
Ackermann principle (kinematic steering) and the vehicle
is afront-wheel-steering4WSvehicle.

Fig 3
In the above case :
W=king pin center to center distance
L=wheel base
R=turning radius
A2=centre of gravity from rear axle
=inner angle
=outer angle
1 Mechanism

For the ecokart there is no change in the condition and the

kart wiil satisfy to Ackermann Condition.

Fig 4

2 Elaborative Calculations:

o=25.570
puting the value of o=25.570 in the equation (ii)
i =37.800

Fig 5
TAN Angle = king pin center to center distance/2
Wheelbase
Tan angle=40/55
=36.0270(ACKERMANN ANGLE)

Fig 6

3. Calculation of average steer angle:

R=
972=272+552*cot2
cot2 =2.869
cot =1.694
=30.550(the average steering angle)
cot=coto+coti /2
2*1.694= coto+coti
coto+coti =3.389---------------------------(i)
(i)

4.

Calculation of Tie ROD

sin(36.027)=y/6
6sin(36.027)=y
y=3.528"
Note: Hence the tie rod length is 3.528"
5.

Turning Radius Calculations

Turning radius = (track/2)+(wheelbase/sin(average steering

angle))
turning radius=(44/2)+(55/sin(36.0270))
radius=130.20" (or)3.307 m
6.

Steering Mechanisms

coto-coti = w/l
coto-coti =44/55
coto-coti =0.8------------------------------(ii)
(ii)
adding the equation (i)and (i)
coto+coti =3.389
coto -coti =0.8
2 coto =4.189
coto =2.0945

Fig 7
The diagram illustrates a steering linkage that sometimes is
called a lever arm steering system. Using a lever arm
steering system, large steering angles at the wheels are

possible. This steering system is used on trucks with large

wheel bases and independent wheel suspension at the front
axle. The steering box and triangle can also be placed
outside of the axles centre.

brakes are applied. We will use diagonal split brake

system. A front/rear split system uses one master
cylinder section to pressurize the front caliper pistons and
the other section to pressurize the rear caliper pistons. It
also has an edge to other braking systems as for safety
reasons; if one circuit fails, the other circuit can stop
the vehicle. The connections are such that the left front
and the right rear brake are on one circuit and the right
front and left rear are on the other circuit.
For selecting the master cylinder, caliper and rotor,
calculation was done assuming A brake pedal over-travel
switch is planned to be installed which will kill the
ignition and cut the power.

D. Wheels
Fig 8
Some steering columns are designed so the driver can tilt
the steering wheel downward or upward to provide
increased driver comfort and facilitate entering and exiting
the drivers seat.

C. Brakes
We have selected disc type brakes for our kart because of
its simple mechanism, easy installation, better cooling
efficiency, uniform pressure distribution and lighter
weight. The braking system has to provide enough
braking force to completely lock the wheels when the
Brake
Ratio

Pedal

4:1

Wheel end is one of the main aspects to be considered

for proper motion of the vehicle as it houses the main
mounting points of steering, suspension and brakes with
the wheel in a kart. The wheel end is made up of the
following parts- Rim, Hub, Disc, Milled bearing, and
upright in sequence
.Their compatibility with each other is a major
design issue as these parts have been taken from
different sources. Larger and broader tire is used for
better grip and better traction.

S.NO

VALUES

1
2

TECHNICAL DRAFTS
FOR WHEEL
Rim circumference
Rim outer diameter

785mm
125mm

Rim width

130mm

0.55 kg

Number of lug nuts

3*4

Braking Force

6.8479 kN

5
6

Front Tire height

Front Tire width

250mm
132mm

Relative Centre
Of Gravity

0.0166 m

Type of tire

slick

Rear tire height

275mm

Average
Deceleration

(-)2.37 ms-2

9
10
11

Rear tire width

Front tire pressure
Rear tire pressure

175.5mm
0.7 1.1 bar
0.75 1.2 bar

Stopping
Distance

5.001 m

Brake on time

0.36 sec

Average Power

19.616 kW

Kinetic Energy

212.5 kJ

Static
Load
Distribution

Table 2

E.
Drive Train
A chain drive is most prominent and easy way that is
used to transmit power from the shaft to the wheels in a
kart. A chain drive helps in restricting the kart to weight
that is specified in the rule book. Moreover, it is simple
in construction and easy to handle when compared to a
normal differential which requires more space and has a
complicated assembly.
A chain drive has a type of chain that is transmitting
power from the motor to the shaft on which the wheels
are mounted in a kart. An additional part that is required
is a sprocket on which the chain travels and it is where
the chain is rested/mounted.The chains are made up of
rigid links which are joined by pin joints so that we can
achieve flexibility while wrapping around the driving &
driven wheels.The driving or the driven wheels are
known as sprockets that has projecting teeth of specified
design that fits a standard chain.
The sprockets & chains move together without slipping
and ensures perfect velocity ratio so that the loss is
minimal.Examples: Bicycles, motor cycles etc. Chains
can be used for velocities upto 25 m/s and power upto
110 Kw.
The main reason for using a chain drive is :
1. Perfect velocity ratio is obtained
2. High transmission efficiency (upto 98 % )
3. Load given on shafts is comparatively low.
1. Elaborative Calculations
Designing of chain is done in a step-by-step manner,
firstly we find the velocity ratio from where we can get
the number of teeth in the sprockets.
Selection of number of teeth in the small sprocket will
help us finding the teeth in larger sprocket using the
velocity ratio relation:
V.R= N1/N2 = T1/T2
Where , N1and N2 are the speed of rotation of the
sprockets respectively.
T1 and T2 are the number of teeth in the sprockes.
Let the no. of teeth in small sprocket be = T1 =39 .
That gives T2 = 51.
The speed at which the small sprocket rotates will be the
engine speed i.e; N1= 2000 r.p.m. when the above
values are substituted In the relation the speed of the
larger sprocket is obtained as 764.75 r.p.m.

2. Selection of Chain
Based on the rated power = 800 Watts the design power
is calculated by : design power = rated power * service
factor.
Service factor Ks= K1*K2*K3 = 1*1.5*1 = 1.5.
Therefore the design power is 1200 Watts.
For the obtained N2 & design power the standard chain
that can be use is : chain 08B.
3. Characteristics of a Roller Chain :
pitch = 12.70 mm
roller diameter (d1) (max.) = 8.51 mm
width between inner plates (b1) (max.) = 7.75 mm
transverse pitch (p1) = 13.92 mm
breaking load = simplex = 17.8 kn. Duplex = 31.1 kn.
Triplex = 44.5 kn.
The pitch circle diameter : the diameter where the hinge
lies when the chain is
wrapped.
(d2) = p cosec (180/T)=157.82 mm. When p=12.70 mm
, T =39.
4. Load Acting on a chain design
Load on the chain, w= rated power/pitch line velocity.
Where pitch line velocity = v1= 3.14 * d2 * N1/60 =
16.52 mm/sec. Therefore, w= 48.426 N
Factor of safety = breaking load / load on chain.
For simplex = 597.10,
duplex = 1194.21,
triplex = 1791.33.
Centre distance x = 30p = 381 mm <=2-5 mm.
Appropriately , 376 mm.
length of the chain=kp. K=(T1+T2/2)+ 2X/p + [T2T1/(2*3.14)]^2 * (p/x) =104.336
Therefore, length = 1331.33 mm.
5.Tooth Profile
Tooth flank radius (re) = 0.008 d1 (T1^2 + 180) =
189.33mm.
min = 0.12 d1 (T2+2) = 41.86 mm.
Roller setting radius (ri) = 0.505 d1 + 0.069 (d1) ^ (1/3)
= 4.4384 max.

min = 0.505 d1 = 4.2976 mm.

Roller setting angle (alpha) = 140-90/T1
90/T1 = 138.14
degrees. Max.
min= 120-90/T2=117.49 degrees.
Top diameter Da = D2 + 1.25 p d1 (max) &
= D2 + (p(1-1.6/T1)-d1)
d1) (min).
Root diameter Dr = D2 2 (ri).
Tooth width (bf1) = 0.95 b1. when p>=12.7 mm.

Hence , a silent chain of above specifications Is selected

for the drive unit of the eco kart for maximum
efficiency. Calculations are done based on obtained
specifications from the respective departments. Any
modification can be done whenever required.

innovation made here is two clutches are individually

attached to two different tyres in the rear. This is made to
avoid the variation in the rotating speed of the wheels
while turning at any desired angle with respect to the track.
The individually attached clutches are actuated
simultaneously using a common clutch pad which links
these two clutches.This ensures
en
that the driver makes a safe
turn without skidding and the inner & outer wheels speed
variation is manipulated to make them turn properly.There
is no chance for any one clutch to get engaged and the
other wont engage. This is because they both are connected
c
together in the same main rod.The clutches & the
flywheels are attached to the axle or the driven shaft
equidistant from the point where the sprocket is mounted.
This is to ensure that the driven shaft doesnt undergo
much twisting under load.
load

F. Electricals
lectricals and Electronic
1. Componants:
a) Battery
An assembly of 4 Lead Acid batteries rated at 12V,
20AHr are employed to generate a total power of 4 X 12
X 20 = 960W.
Fig 9
clutch is a basic mechanism where two clutches for
Multi-clutch
two different wheels in the rear axle are actuated at the
same time by a single clutch pad.The entire assembly is as
shown in the fig. It consists of a clutch pad that is bolted
with an aluminium rod which is capable of moving in a to
& fro motion, when the pad is being pressed by the
driver.This main rod is connected to two other rods of
same diameter by means of a ball joint. The other end of
these two small rods are connecting the clutch plates which
whi
in-turn
turn holds the pressure pads against their respective
flywheels.The entire assembly is similar to the letter Y and
so when there is linear motion in the main rod, the two rods
that are attached to this by means of the ball joints will
move to pull the
he friction plate assembly thus the clutch is
engaged by the driver i.e; the clutch disengages from the
flywheel.

b) 4 Quadrant chopper

Fig 10
When the driver releases the pressure given on the pad the
rods retrace their path and move the friction plate assembly
and thus the driver disengages
sengages the clutch i.e; the clutch is
engaged to the flywheel.The mechanism is similar to a
normal clutch that is being use in any 4-wheelers.
wheelers. But the

4 Quadrant Chopper Functioning

a.
b.

Normal forward operation

Regenerative breaking

c.
d.

Reverse operation
Reverse regenerative breaking

Total electrical Power generated = 4*12V*20Ah = 960Wh

Total power of the motor = 800W. [Permissible max power
output]

c) Controller
The controller will control the speed of the motor. The
gradual increase and decrease in the speed of the motor is
done by the controller. This is done by fast ON OFF
switching action. This switching action is done by the
switching MOSFETS. The technique used to control the
speed in the controller is PWM (Pulse width modulation)
technique. The rapid switching action of the MOSFETS
causes the heating up of the controller. This heat can be
dissipated by using a mechanical heat sink.

d). BLDC motor

The power rating of the motor is 800W.

2 Specifications
MOTOR

BLDC MOTOR , 800W

BATTERY
CHARGING TIME

LEAD ACID BATTERIES,

12V*4 = 48V,20Ah
6-8 hrs

CHARGER CAPACITY

48V,3.3Ah

DISCHARGING TIME

Optimum discharge time

=1.2hrs
LED STRIP AA Batteries
used

REAR LIGHTS

The mechanical power out is fed to the drive train to

produce translational motion.

Table 4
3. Performance
The input electrical power is supplied by the battery bank
of 4 batteries, rated at 4*12V, 20Ah.

a). Discharging time

Electric power output of the battery=48*20=960Wh
Power consumed = 800W (by 800W motor)
Total time taken by the motor to get discharged = 960/800
= 1.2hrs(at optimum usage)
b) Charging time
Points of consideration
1. Cells can easily tolerate a sustained charging
current of 1/10 of the cell's A-hr rating with no
damage to the cell.
2. We can consider of the cells A-hr rating but it
may reduce the life of the battery.
According to the points of consideration
Charger capacity : 48V,3.3Ah
Power output by the charger = 48*3.3 = 158.4Wh
Total power output of the battery = 960W
Time taken to charge the battery = 960/158.4 = 6.060 hrs
Therefore, Total Charging time will be 6hrs approximately.
c. . Kill Switch
It is used to disconnect all the circuits and the motor from
the battery supply in case of an emergency. Kill switch
will be connected after the battery then to the other
circuits.
3 kill switches are used and these are placed at 3 places as
explained below:
1. Near the steering
2. Rear part of the seat
3. On the left side of the vehicle
4. Sensors

SPECIFIC GRAVITY
1.265
1.225
1.155

PERCENTAGE OF CHARGE
100%
75%
25%

a) Hygrometer
A hygrometer is an instrument used to measure the specific
gravity (or relative density) of liquids; that is, the ratio of
the density of the liquid to the density of water. This will
indicate the percentage level of charge of the battery.

III.

SAFETY

b) Motor Temperature
Collision Measures:
We use a reference voltage(vref) and a thermistor to detect
the heat. Then compare the v(ref) with the thermistor temp.
the obtained data is compared with the pre-set level to
switch on the fan to cool the motor avoiding excess heating
of motor and ensure less losses and better
efficiency.Thermistor working temp-90-130*cDepending
upon the motor temperature and the voltage it will rise or
fall.The pre-set resistor can be turned up or down to
increase or decrease resistance, in this way it can make the
circuit more or less sensitive.
c). Distance Indicator
It is used in a special way to indicate the distance left to
reach a particular destination.
d) Speedometer
It will be used to inform the driver the speed of the kart at
different time intervals.
G. Bodyworks
The Body of the kart has been designed from
aerodynamic point of view and style matters to us.
Curves will be such that it would lessen the vortices
generated, it will be good looking and eye catchy. Front
wings will be installed as per aerodynamic point.
Among choices like FRP or Sheet metal, FRP is
chosen as the body material due to its aesthetic nature,
lighter weight and ease of fabrication. It is also
difficult to get good body curves with sheet metal.
Sheet metal has however been chosen to cover the
base and as firewall since they are well protected and
need no curves and were to be covered properly. The
drivers seat is designed keeping in mind the
better seating posture as well as to lower the COG.
Also the design of the kart ensures maximum visibility
during driving, two rear view mirror installed in the
nose maximizes the view to 210. 300mm length
Impact attenuator will be installed on the front
bulkhead will be made from aluminum honeycomb
which will absorb the impact energy during the time of
crash. Instrument panel will comprise of heat/oil
indicator, tachometer and speedometer, it will drive its
readings from ECU.

Front
Rear
Side

Driver Safety

Bystanders
and
Pedestrians
Safety
Kill Switch

Electrical
Safety

Bumpers and Honey comb

structured Impact Attenuator
Bumbers, Rear anticollision
design and Rear Wheel
Side Impact Frame Member
(Roll over Member), impact
attenuators on both sides as
20kgs batteries.
Seat Belts; Helmet; Driver
Suits,
Ergonomically
Designed Chassis; Guards;
Fully Guarded Chains
Powerful Disc Brakes; Kill
Switch

3 switches reachable to both

the drivers as bilateral seating
All wiring insulated; Motor
can be used for emergency
braking

TABLE 6
V. ERGONOMIC FEATURES
1. Quick Release of Steering which helps the driver to get
our of the kart quick.
2. We are not using the traditional design of a kart, rather
we have used a design which is improves both
aerodynamics as well as safety.
3. We have Introduced foldable steering techniques
which improves the egress of the vehicle.
4. Adjustable steering to the drivers comfort.
5. For better ventilation of the driver we have added
stainless steel mesh at front.
6. Seat has been reclined to an angle of 30 degrees which
is best suitable for racing vehicles.
7. Special care has been taken for avoiding common
injuries while driving of the kart, for example
introduction of lumber support for leg stiffness.
8. Ample leg room has been provided for comfort
movement of the driver.

adverse conditions and most importantly, we believe in

ourselves that we can make anything possible with our

intellect, intuition and incisiveness. We are all set to

meet the challenges ahead with an affirmation to
steer through.
VI. ACKNOWLEDGEMENT
EAST COAST RACERS, TEAM N3 is thankful to
Dr. S. Prakash, HOD, Mechanical and Production
Department for his constant support, guidance and
motivation which keep our spirits high and for
technical guidance and expertise which always keeps us
going.
VII. REFERENCES
We have referred to various websites, e-books, design
reports, papers and online tutorials to make our report.
They were really helpful and guided us in the
completion of this report.
Some of them are:
1.

Automobile Mechanical and Electrical Systems - T.

Denton (B-H, 2011) BBS

2.

Automotive Engineering Powertrain, Chassis System

and Vehicle Body
-David E Corolla

3.

Fundamentals of Vehicle Dynamics

-Thomas D. Gillespie

4.

Automotive Engineering Lightweight, Functional and

Novel materials
-Brian Cantor.

VIII. CONCLUSION
This being our first SAE-GBU ECOKART project
means a lot to us. This also matters significantly
because it would lay a foundation stone in our college
which would always actuate the coming batches to
kartry on the legacy. During these days of preparation
for the ECOKART project, we went through a
process of quality learning which are helping us
spearheading. We are full of enthusiasm and
confidence that we are going to experience a whole
new adventure which would let us broaden our
vision and thoughts. Each and every team member is
dedicated and willing to give their best to with

IX. CONTACT
Arunim Aich
B.E.
V I (MPE),
Sathyabama Univeristy,Chennai
arunim.aich@gmail.com
Gaurav Nandakumar,
B.E
VI (MPE),
Sathyabama University, Chennai
gaurav.nandakumar@gmail.com

X. VIEWS

Fig 11. Top View

(AUTOCAD 2013 Students Edition)

Fig 12 Front View(AUTOCAD 2013 Students Edition)

Fig 13 Right Side View(AUTOCAD 2013 Students Edition)

Fig 14. SE Isometric View(AUTOCAD 2013 Students Edition)

Fig 15. NE Isometric View(AUTOCAD 2013 Students Edition)

Fig 16. NE isometric Rendered Image (AUTOCAD 2013 Students Edition)

Fig 17. Front View Rendered Image (AUTOCAD 2013 Students Edition)
XI STRESS ANALYSIS (PRE CORRECTION IMAGES)

Fig 18. Forces Acting on the chassis (AUTOCAD 2013 Students Edition)

Fig 19. Forces Acting on the Chassis (AUTOCAD 2013 Students Edition)

FIG 20

FIG 21